Triple valve.



W. B. MANN, DECD. c M e MANN ADMINISTRATRIX TRIPLE VALVE. APPLICATION man MAY14. 913.

Patented Apr. 4, 1916.

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C. M. G- MANN. ADMINISTRATRIX.

TRIPLE VALVE. APPLICATION man MAY14.1913.

Patented Apr. 4,1916.

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TRIPLE VALVE. l APPLICATION FILED MAY I4. 1913.

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I TRIPLE VALVE. APPucATloN FILED MAY14..19'13.

Patented Apr. 4,1916.

7 SHEETS-SHEET 4.

W. B. MA DE C. M. G. MANN. A NIST IX.

l TRIPLE VALVE.

APPLICATION FILED MAY 14. |913. l, 177,645. Patented Apr. 4, 1916.

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W. B. MANN, DECD. c. M. G. MANN. ADMINIsTIIATRIx.

TRIPLE VALVE. APPLICATION FILED MAYII. I9I3.

1,177,645.. Patented Apr. 4, 1916.

SHEETS-SHEET 7.

THE COLUMBIA PMNOGRAPH co., WASHINGTON, D. c.

UNITED STATESMPATENT OFFICE.

WILLIAM IBRAYTON MANN, OF BALTIMORE, -MARYLAND; CARRIE M. GRACE-MANN, ADMINISTRATRIX OF SAID WILLIAM BRAYTON MANN, IDECEASED, ASSIGNOR IO THE WESTINGHOUSE AIR BRAKE COMPANY, OF PITTSBURGH, PENNSYLVANIA, A

CORPORATION OF PENNSYLVANIA.

TRIPLE VALVE.

Specification of Letters Patent.

Patented Apr. 4, 1916.

Application ied May 14, 1913. Serial No. 767,647.

Valves, which invention is fully set forth in the following specification.

This invention relates to air brakes, and more particularly to triple valves for controlling the application and release of the brakes, and has for one of its objects toprovide means whereby pressure in the brake cylinder is augmented by graduating the admission'of air thereto, when the valve is in what is commonly known as thev quick service and full service positions. This graduation is rendered almost simultaneous throughout the entire length of the train, thereby preventing injurious shocks to the rolling` stock, bv making a slight reduction in the train pipe pressure, admitting air therefrom and from the auxiliary reser voir to the brake cylinder. lVlien subsequent equalization of pressure between the auxiliary reservoir and the train pipe occurs, the graduating valve, used in connection with the invention, moves to lapJposition and closes communication to the brake cylinder, and if it is found that such reduc-V tion is not suiicient for the desired application of the brakes, a further slight reduction will be made, again quickly admitting` only a feed from the auxiliary reservoir. These applications of thebrakes are made possible in the present invention by the use of the graduating valve slidably'mounted.

upon the, large emergency valve and working in combination with the release valve also slidableon said emergency valve. -This graduating valve controls the passage ,of air from the train pipe and auxiliary reservoir to the brake cylinder, and, in practice,

is made very small and exceedingly light, and therefore quickly responsive to small air reductions at the engineers valve.

This invention also includes the retarded releaseand rechargingfeatures of the abovementioned pending application which have been found highly desirable i and advantageous over former air brakes, in that iiijury'l is avoided which would otherwise occur when releasing the brakes on long trains. The increase in pressure at the foi-- ward end of the train pipe occurs much vmore quickly than at the rear end, the result being that the brakes are released on the fordition ,rendering liable the breaking of the train, owing to the drag occasioned. In order' to overcome this difiiculty and secure a more rapid rise of the airV pressure in the train pipe throughout the length thereof,

Vmeans are provided for-restricting or rel si'deof the piston. Besides involving addi- 'Wardcaisof the train while they still re- V main applied at the rear thereof, this contional expense and complication of construction this spring-.pressed abutment is objectionable because it has been found, in practice, that itis liable to get out of order and to more or less aifect the eiiiciency of the entire valve, in that it does not absolutely prevent any undesirable emergency application. Y

This invention aims to overcome these objectionsby using Ithe large emergency valvek as a stopfor the piston, said valve only movling upon a large reduction of pressure in the train pipe, and it has .beenl found, in

practice, thatY said valve provides' a much better stop than the spring-pressed abutments formerly used. Another advantage ,of this'forinfofl construction is that there is tion, without increasing the complication of the same, to the end that the simplicity of the valve is maintained, and at the same time render the parts readily accessible for ordinary repairs. e.

The inventive idea involved is capable ot' 'receiving a variety of mechanical expressions, one of which, for the purpose of illustration, is shown in the accompanying drawings; but it is to be expressly understood that said drawings and the particular construction shown therein and described in the specification are employed simply for the purpose of facilitating the descriptiony of the invention as a .whole and not for the purpose ofdefining the limits oi' the invention, Vreference being had to the claims for this purpose.

In the drawings: Figure 1 is a vertical longitudinal section of the triple valve'with the parts in full release and charging position. Fig. 2 is a view similar to Fig. 1, showing the parts in position for a quick service applicationv of the brakes, the air passing from the train pipe to the brake cylinder and also from the auxiliary reservoir to the brake cylinder. Fig. 3 is a tra gmentary vertical longitudinal staggered section of certain of the parts in the position shown in Fig. Fig. 4c is a view similar to Fig. 1, with the parts in position for a full service application, the air passing from the auxiliary reservoir to the brake cylinder. Fig. 5 is a view similar to Fig. 3 with the parts in the position assumed in the full service application. Fig. 6 is a view similar to Fig. 1 with the parts in lap position, communication between the auxiliary reservoir and the brake cylinder being closed'by the graduating valve. Fig. 7 is a view similar to Fig. 1 with thev parts inA the position they occupy for a restricted exhaust of brake cylinder pressure and restricted recharging of the auxiliary reservoir. Fig. 8 is a view similar to Fig. 1 showing the parts in the emergency application of the brakes. Fig. 9 is a detail view in side elevation of the triple piston, release and graduating valves.

v Fig. 10 is a top plan view or" the release and graduating valves. Fig. 11 is a longitudinal section'otthe valve bushing. showing the ports and passages therein. Fig. 12 is a top plan view of the emergency valve and spring abutments carried thereby. Fig. 13 is a bottom plan view of the emergency valve.

Referring to the drawings,

in which likejathe brake cylinder port 3.

and the port 8 leading hand end of the bushing Ltis ground, so as to form a. close and air-tight joint between the end of the bushing and the adjacent face of the piston, so that when the latter rests against the end of the bushing, as shown in Fig. 7, the passage of air from the train pipe to the auxiliary reservoir'will-be cut ol' ex-V cept through the small ports 6 in the end of the bushing. In the inner wall of the bushing 5 there is formed al groove 7 ,throughV which the air can pass from the train pipe around the piston and through the valve chamber to the auxiliary reservoir. There is also mounted in the casing 1V another bushing S, in which is slidahle the emergency piston 9 connected to a valve 10 of any well known construction, said emergency piston being adapted to raise the check valve 11 oil of its seat,`when pressure is admitted from the4 auxiliary reservoir through the port 12 in a kmanner to be hereinafter described.

The valve casing 1 is provided with a conduit 13 which leads to the piston chamber, the latter having communicating therewith a passage 14, said passage connecting with a groove 15 formed partially around the periphery of the bushing 4l, said groove 'termii nating in a passage 1G extending longitudinally of the bushing. Mounted in the bushing 4t is the large emergency valve 17 which is held to its seat in any well known manner,

such as by the spring 18. The valve 17 is provided with a small port 19 which registers with the passage 1G, when the valve is 1n normal position, as shown more clearly in Fig. 5 of the drawings, thus permitting the passage of air from the train pipe as tar as the release valve 2O which is slidably mounted upon the emergency valve 17. The valve 17 is also provided with a diagonal passage 21, as shown in dottedV lines in Figi. 12, the ends of said passagey communicating with ports 22 and 9.2 which open into the valve chamber proper. The valve 17 is further providedwith another short passage 23, one end terminating in a port 24 adjacent the port 22, and communicating with Vthe interior of the valve chamber, while Vthe other end of said passage terminates in a port 25 which registers with asimilar port 26 in the bushing 4, said port 26 in turn communicating'with the passage 27 leading to The release valve 20, when in the position shown in Fig. 1, is mounted to overlap the graduating valve 23 which is also slidable on the valve 17 and which-is provided with a cavity 29 for connecting the ports 22 and 24 in the valve 17 upon a certain reduction in train pipe pressure. The release valve and the graduating valve 28 Vare held to their lseats on the valve 17 by means of a leaf spring 30 carried by the piston stem 31, said stem having on its right-hand end a spider 32 which is adapted to engage the graduating valve 28, so as to move it and the release valve 20 to the left upon a reduction in train pipe pressure. The valve stem 31 is also provided, adjacent the spider 32, with a lug 33 which depends between the release valve 2O and the graduating valve 23 and is adapted to move the latter valve a slight distance independently of the release valve, when the pressure in the auxiliary reservoir is below that in the train pipe, it being understood that Ythere is a certain amount of lost motion between the piston stem and the release valve. The latterV valve is pro-vided with a small cavity 34 which registers with the ports 19 and 22, when the triple piston moves a certain distance to the left, thereby admitting pressure from the train pipe through the passages 21 and 23 into the brake cylinder. Y

rlhe valvebushing 4 is provided, adjacent to its right-hand end, with a longitudinal duct 35 which communicates at one end with the passage 27 leading to the brake cylinder, and at its other end with a port 36 in the bushing 4, said latter port registering with an exhaust port 37 formed in the valve 17. Adjacent the port 37, the valve 17 is also provided with a similar exhaust port 38 which registers with a port 39 formed in the bushing 4, said port 39 communicating with the atmosphere. The release valve 20.is provided with a cavity 40 which is sufficiently large to overlap the ports 37 andV 38 in the valve 17 so that when in the position shown in Fig.V 1, brake cylinder pressure is free to pass through the passage 27, duct 35, ports 36, `37 to the cavity 40, and thence through the ports 38 and 39 to the atmosphere. The valve 17 is also provided, adjacent its righthand end, with a port 41 which registers with a similar port 42 in the'valvef bushing 4, said port 41 being closed by the graduating valve 28 when the brakes are in full release and charging position, but opened to permit auxiliary reservoir air to pass into the brake cylinder, when the triple piston is moved to the left by a reduction in train pipe pressure.

The main valve 17 is provided onits sides with oppositely disposed cylinders 43, 43

for the reception of expansion springs 44, 44v

the throw of the piston in the different service applications, as shown in Figs. 3

' and 5, the spider 32 of the piston contacting with the abutments 45 and being stopped when the piston moves to the vposition shown in Fig. 2. Upon a further reduction of train pipe pressure and the movement of the piston farther to the left, the abutments are moved inwardly into the cylinders 43, therebycompressing the springs 44 therein until the spider contacts with the large valve 17, thus preventing any `further movement of the piston toward emergency position. In the bore of the piston stem 31 there'is a spring 43 reacting between the end of the bore and a stem 49 having a lslot 50 therein for the reception of a pin 51 carried by said piston stem. When the: piston Y' moves to the extreme right and contacts with the bushing 4, the said stem 49 contacts with a pin 52 extending transversely of the bushing 4, thereby compressing the spring 48, this construction being well known and used in standard brakes. The valve 17 is Aalso provided with a port 53 opening through one side thereof and adapted to register with the port 12 in the bushing 4 only upon emergency applications, thereby permitting air from the auxiliary reservoir to escape into the chamber above the emergency piston 9, forcing the same down and raising the check valve 11 off of its seat to permit train pipe pressure to pass into the brake cylinder.

Operation-. *The operation of the valve will, for the sake of clearness, be described under five separate heads, viz., for quick ,service application of the brakes, full service application of the brakes, lap position, retarded release and recharging position, and emergency application of the brakes.

Quick-service applications- When quick service application of the brakes is desired, the engineer makes a slight reduction in the train pipe pressure, thereby causing the valve operating piston ,to shift tothe position shown in F ig. 2. During this shifting operation, the emergency valve 17 is not moved. vThe release valve 20 and the graduating valve 28, however, are moved by reason of the engagement lof the spider 32 with the graduating valve, and shifted from the position shown in Fig. 1 to that shown in Fig.V 2. During the firstV part of this shifting movement, communication between the ports 37 and 38through the cavity 40 in the release valve is closed, thereby cutting oii the brake cylinder from the atmosphere, and

directly after thisclcsure occurs, communication is established between the ports 19 and 22 by reason vof the small cavity 34 in the release valve registering therewith. The

v graduating valve 28, also moving to the left,

and 27 to the brake cylinder. T here is thus a certain amount ot' air taken from the train pipe at each triple valve, and the pressure in the train pipe is therefore diminished rapidly throughout the entire length of the train, but not sutliciently to produce an emergency application et' the brakes. Upon the movement of the graduating valve 28, as just described, the same also partially uncovers the port 41 in the valve 17 and permits auxiliary reservoir air to pass into the brakeV cylinder by port 41, port 42, and passage 27, thus augmenting the pressure lin the brake cylinder received from the train pipe, and thereby producing a quick application of the brakes. The movement of the valve operating piston to the left is limited by the spider 32 contacting withY the abutments carried by the large valve 17, so that the cavities in the release and graduating valves will be brought into exact registration with the respective ports in the large valve 17, thus insuring a positive feed from the train pipe through the passages in the said valve 17 to the brake cylinder.

FUZZ service a]27JZca6n.-\Vlien a further reduction is made in the train pipe pressure, as is the case with short trains, the piston will travel farther to the left, as shown in Fig. 4, carrying with it the release and graduating valves, until the cavities 34 and 29, respectively, therein have moved past the ports 19 and 22, and 22 and 24, thus cutting oli' communication between the train pipe and brake cylinder through the passages ot the valve 17. The further movement oi" the graduating valve 28 to the left totally uncovers the port 41 in the valve 17, and thus permits of an unobstructed passage ot the auxiliary reservoir air to the brake cylinder. The movement of the piston to the full service position is again limited bv reason of the contact between the spider' 32 and the abutments 45 which, in this position, are forced inwardly into the cylinders 43, compressing the springs 44 therein until the said spider contacts with the large valve 17, as clearly shown in Fig. 5 of the drawings- La?) posz'tz'ofn.-Referring again to Figs. 2 and 4, and also to Fig. 6, it will be seen that when the pressure in the auxiliary reservoirrhas been reduced to a point slightly below that in the train pipe, the valve oper-l cutting oil communication between the auxi moved by the lug 33 depending fronitheV valve stem 31 between they release and grad- Should it be yfound desirable toincrease further the pressure in the brake cylinder,V

or as it is technically known, to graduate in the train pipe pressure will again Vcause .the piston to shift to the position shown iti-.

cylinder occurs. As has been before stated, the graduating valve is made very4 smalland Vuating valves and engaging the latter. r

the application, a slight additional decrease f .85 Fig. 2, when communication is again established between the trainpipe and bijalre cyllight, and by reason of this, it will be clearl seen that rapidity ofH action and sensitiveness of the device, when graduatingwthe application of the brakes, is assured. 1t is also to be observed that when the parts are in lap position, thereis a slight difference between the location oit the releasey valve in Figs. 2 and 4, said valve in Fig. Qk

connecting the ports 19 and 22, while in Fig. 4 communication between said ports is closed.

Rctmvlecl release and charging posz'tionr- When it is desired to release the brakes, the engineer increases the pressure in the train pipe, in the usual way, and the valve operating piston is thrown to the position shown' in Fig. 7 on those ears which are at'the forward part of the train. ,During this movement, the Ygraduating valve 28 first closes communication between the auxiliary reservoir and the brake cylinder, and-theV further movement oi: the piston causes the stem 49 carried inthe bore oli' the piston Y the release valve Q0, movingV the same to the c Y right until the restricted portion of the 'l cavity 40 therein directly overlaps the port 38Y in the valve 17, thereby leaving but a restricted passage of :brake cylinderV pressure to the atmosphere. The brakes, when the parts are in this position, are very slowly released. During this time, a very,V small amount of air is permtted'to pass from the train pipe to the auxiliary reservoir, since the unobstructed passage through the duct 7 in the piston chamber into the valve chamber and thence vto the auxiliary reservoir is closed by the ground vjoint between the valve piston and bushing 4.

rlhe small amount of air which is permitted to pass from the train pipe to the auxiliary reservoir feeds through the duct 7 and small ports 6 in the end of the bushing at. It is, therefore, seen that there is only a very slight reduction of train pipe pressure, caused by thepassage of air 'to the auxiliary reservoirs on the cars at the forward part of the train. The result is that the increased pressure in the train pipe is, rapidly transmitted throughout the entireV length of the train, the pressure, when it reaches the rear end of the train pipe, being but slightly below that on the forward end of the train. This difference, however,

is suflicient to effect a retarded releasel of the brakes on the forwardcars and the prompt release of the brakes on the rear cars. When the pressure in the train pipe is decreased, by reason of the recharging of the auxiliary reservoirs, the tension of the spring 4S, which is now compressed, serves to gradually shift thevalve operating piston to the left, thus moving the parts from the position shown in Fig. 7 to the full release position shown in Fig. 1thereby fully opening the exhaust from the brake cylinder to the atmosphere, by reason of the shifting of the release valve 2O to its full release position.

As above explained, when the parts-.are in position for restricted release of the brakes, air from the train pipe can only pass to the auxiliary reservoir through the duct 7 and small ports G, so that on the'cars at the forward part of the train there is but a slow recharging of the auxiliary reservoirs, until the time when the parts shift I from the position shown in Fig. 7 Yto that shown in Fig. l, at which time a fullvolume of air is permitted to pass around the valve operating piston to the auxiliary reservoirs, until the pressure between the train pipe and the auxiliaryreservoirs equali'zes.

it will be observed from the foregoing that during the time when the brake cyl.-

vinder is in restricted communication with the atmosphere, the auxiliary reservoir is also in restrictedl communication with the train pipe, and that the parts are gradually returned to their normal position, shown in Fig. l, by the action of the spring 48, full and unrestricted communication between the train pipe and the auxiliary reservoir being restored by reason of the piston moving away from the ground endof the bushing 4.

Emergency application-For emergency application of the brakes, the engineer makes a large reduction in the train pipe pressure, thus throwing the piston to the position shown in Fig. 8. During the first partrof this movement of the piston, communication from the brake cylinder to the atmosphere is closed and communication from the train pipe to the brake cylinder, and the auxiliary reservoir and the brake cylinder is, for an instant, established,-as shown in Fig. 2. Upon further movement of the piston to the left, the spider 32 contacts with the emergency valve 17, carrying the same with it until 'the port 53 therein registers with the port l2, thereby permitting auxiliaryV reservoir pressure to pass into the chamber above the emergency piston 9 and force the same down, which movement opens the valve'lO, thus reducing the pressure above the check valve ll. This valve instantly rises by reason of pressure in the` trainpipe, which pressure passes directly through the port 3 into the brake cylinder until equalization occurs between the latter and the train pipe, when the check valve is forced to its seat by a spring (not shown) which prevents brake cylinder pressure from flowing back into the train pipe. At the same time that the port 53 comes into registration with the port l2, the large valve uncovers the ports 9.6 and 42r in the valve bushing t, and permits auxiliary reservoir air to pass into the brake cylinder. But the size of said ports is such that only a very small amount of air passes into the brake cylinder before the check valve is reseated.

A study of the construction shown in the accompanying drawings will disclose the fact that without increasing the number of parts or varying the sensitiveness of action of the valve, and, furthermore, without adding to the expense of construction, this invention-has materially increased the functions of any triple valve now in use.

`What is claimed is: f

l. In a triple valve, the combination of a piston operated according to variations in train pipe pressure, an ernergenc)7 valve having exhaust ports communicating with the brake cylinder, a release valve slidable on said emergency valve for controlling the ports therein, and a graduating valve slidable on said emergency valve and movable with said release valve upon a reduction of train pipe pressure.l f

2. In a triple, valve, the combination of a piston operated according to variations in train pipe pressure, an emergency valve having exhaust yports communicating with the brake cylinder, a release valve slidable on said emergency valve for controlling the ports therein, and a graduating valve slidable on said emergency valve and movable with said release valve upon a reduction of train pipe pressure and relativeto said release valve upon a preponderance of presv ist lcn

3. In a triple valve, ythe combination of a piston operated according to variations in train pipe pressure, an emergency valve having exhaust ports communicating with the brake cylinder, a release valve slidable on said emergency valve for controlling the ports therein, a graduating valve slidable on said emergency valve and movable with said release valve upon a reduction of train pipe pressure and relative to said release valve upon a preponderance of pressure on the train pipe side of the piston, and means on said piston for moving said graduating valve relatively to said release valve.

et. In a triple valve mechanism, the combination of a piston operated according to variations in train pipe pressure, an emergency valve having exhaust ports communieating with the brake cylinder, a 4graduating valve slidable on said emergency valve, a release valve also slidable on said emergency7 valve and overlapping said graduating valve duiing equalization of pressure between the train pipe and auxiliary reservoir.

' 5. In a triple valve mechanism, the combination of a piston operated according to variations in train pipe pressure, an emergency valve having exhaust ports communicating With the brake cylinder, a graduating valve slidable on said emergency valve, a. release valve also slidable on said emergency valve and overlapping said graduating valve during equalization of pressure betvveen the train pipe and auxiliary reservoir, said graduating valve being movable with said release valve upon a reduction of train pipe pressure and relative to said release valve upon a preponderance of pressure on the train pipe side of the piston.

6. In a triple valve mechanism, the combination of a piston operatedaccording to variations in train pipe pressure, an emergency valve having exhaust ports communicating with the brakecylinder, a graduating valve slidable on said emergency valve, a release valve also slidable on said emergency valve and overlapping said graduating valve during equalization of pressure between the train pipe and auxiliary reservoir, said graduating valve being movable with said release valve upon a reduction of train pipe pressure and relative to said release valve upon a preponderance of pressure on the train pipe side of the piston, and means on said piston for moving said graduating valve relative to said release valve.

7. In a triple valve mechanism, the combination of a piston operated according to variations in train pipe pressure, an emergency valve, means carried by said valve for limiting the movement of said piston upon certain reductions in train pipe pressure, a release valve slidable on ,said emergency valve, and a graduating valve slidable on said emergency valve for controlling the admission of air to the brake cylinder.

8. In a triple valve mechanism, thecom-V bination of a piston operated according to variations in train pipe pressure, an remergency valve having passages for the admission of air from the train pipe to the brake cylinder and a port for connecting the auxiliary reservoir with the brake cylinder, a

release valve for controlling the admission of air through said passages, and a graduating valve coperating With said release valve for vcontrolling the admission of air through said passages and said port upon a slight reduction 'of pressure in the train pipe. Y

9. In a triple valve mechanism, the com4 bination of a. piston operated according ,toV variations in train pipe pressure` an, emergency valve having passages for the admission of air from the train pipe to the brake cylinder, and a port `for connecting the auxiliary reservoir with the brake cylinder, a release valve slidable on said emergency valve for `controlling the admission of airV through said passages, and a graduating valve also slidable on said emergency valve and cooperating ivithsaid release valve for controlling the admission of air through said passages and said port upon a slight reduction of pressure in the train pipe. i

l0.` In a triple valve mechanism, the combination of a piston operated according to variations in train pipe pressure, an emergency valve having passages for the Vadmission of air from the train pipe to the brake cylinder, and a port for connecting the auxiliary reservoir with the brake cylinder, a

release valve slidable on said emergency valve yfor controlling the admission of air through said passages, a graduating valve also slidable on said emergency valve and cooperating with said release valve for controlling the admission of air through said passages and said port upon a slight reduciio,

tion of pressure in the train pipe, and meansV carried by the pistonvfor actuating said graduating valve to close said passages and port upon equalization of pressure between the train pipe and auxiliary reservoir.

11. In a triple valve mechanism, the coin-V y traverse and closing said passages upon a further traverse.

12. In a triple valve mechanism, the combination of a piston operated according to variations in train pipe pressure, an emergency valve having passages for the admission of air from the train pipe to the brake cylinder, and a port for connecting the auxiliary reservoir ivith the brake cylinder, a release valve slidable on said emergency valve for admitting pressure through said passages upon a partial traverse of said piston and closing said passages upon further traverse, and a graduating valve also slidable on said emergency valve and movable y with said release valve for admitting pressure through said passages and said port to the brake cylinder upon a partial traverse and closing said passages upon a further traverse.

13. In a triple valve mechanism, the combination of a piston operated according to variations in train pipe pressure, an emergency valve having passages for the admission of air from the train pipe to the brake cylinder and a port for connecting the auxiliary reservoir with the brake cylinder, and a graduating valve having a cavity therein for connecting said passages upon a slight reduction of train pipe pressure, said graduating valve also opening communication between the auxiliary reservoir and brake cylinder through said port upon such reduction.

1l. In a triple valve mechanism, the combination of a piston operated according to variations in train pipe'pressure, an emergency valve having passages for the admission of air from the train pipe to the brake cylinder and a port for connecting the aux-r iliary reservoir ivith the brake cylinder, and a graduating valve slidable on said emergency valve and having a cavity therein Jfor i connecting said passages upon a slight reduction ot' train pipe pressure, said graduating valve also opening communication between the auxiliary reservoir and brake cylinder through said port upon such reduction.

15.V In a triple valve mechanism, the combination of a piston operated according to variations in train pipe pressure, an emergency valve, a release valve slidable on said emergency valve and having a full release and a retarded release position, and a graduating valve also slidable on said emergency valve and having movement relative to said release valve prior to the movement of the latter to retarded release position.

16. ln a triple valve mechanism, the com- Copies of this patent may be obtained for ve cents each, by addressing the Commissioner or Patents,

vtrain pipe and auxiliary reservoir to the brake cylinder, and means carried by said piston for moving said release valve from restricted release position to full release position.

18.y In a triple valve, the combination of a valve operating piston, an emergency valveV movable only on emergency applications, a'valve having a full release and a restricted'release position, and a graduating valve slidable on said emergency valve for controlling the passage of air from the train pipe and auxiliary reservoir to the brake cylinder. Y y

19. In a triplevalve, the combination of a valve operating piston, an emergency valve through which the exhaust from the brake cylinder passes to release the brakes, a valve* 20. In a triple valve, the combination of a valve operating. piston, an emergency valve movable only on emergency applications, a valve having a full release position and a restricted release position, a graduating valve slidable on said emergency valve for controlling the passage of air fromthe train pipe through the emergency valve to the brake cylinder and also controlling the passage of air from the auxiliary reservoir to the brake cylinder, and means carried by said piston for moving said release valve from restricted release position to full release position. l Y

In testimony whereof I have signed this specification in the presence of two subscribing Witnesses.

VILLIAM BRAYTON MANN.

Witnesses:

G. lViL'roN BENSON, ALBERT H. CARROLL.

Washington, D. C. 

